Force transmitting means for a railway car cushioning device

ABSTRACT

A force transmitting member is connected to an end of car hydraulic cushioning device to transmit coupler forces to the center sill of a railway car underframe upon buff and draft loads applied to the coupler. The hydraulic cushioning device has a relatively large diameter hydraulic cylinder and a force transmitting member is connected about the small diameter cylindrical member and mounted within slots on the center sill for transmitting forces laterally outwardly from the small diameter cylindrical member directly to the center sill.

United States Patent [191 Carle et a1.

[ Sept. 23, 1975 FORCE TRANSMITTING MEANS FOR A RAILWAY CAR CUSHIONING DEVICE Inventors: Ross G. Carle; Richard G. Powell, both of Houston, Tex.

ACF Industries, Incorporated, New York, N.Y.

Filed: May 8, 1974 Appl. N0.: 468,331

Assignee:

US. Cl 213/8; 213/43 Int. Cl. B61G 9/02 Field of Search 213/8, 43, 46, 47;

References Cited UNITED STATES PATENTS 6/1970 Powell 213/8 3,622,015 11/1971 Atkinson et al. 213/8 X Primary Examiner-Lloyd L. King Assistant ExaminerGene A. Church Attorney, Agent or Firm-Eugene N. Riddle [57] ABSTRACT A force transmitting member is connected to an end of car hydraulic cushioning device to transmit coupler forces to the center sill of a railway car underframe upon buff and draft loads applied to the coupler. The hydraulic cushioning device has a relatively large di' ameter hydraulic cylinder and a force transmitting member is connected about the small diameter cylindrical member and mounted within slots on the center sill for transmitting forces laterally outwardly from the small diameter cylindrical member directly to the center sill.

8 Claims, 9 Drawing Figures US Patent Sept. 23,1975 Sheet 1 Of3 3,907,121

FIG.2

FORCE TRANSMITTING MEANS FOR A RAILWAY CAR CUSHIONING DEVICE BACKGROUND OF THE INVENTION Heretofore, for example as shown in US. Pat. No. 3,515,286, hydraulic end of car cushioning devices have been provided in which an outer fluid cylinder has been connected to the coupler and a rearwardly extending smaller diameter cylindrical member has been provided with an end plate arrangement fitting within a backstop casting which is secured to the center sill of a railway car. Buff forces in such cushioning devices have been transmitted through the outer cylinder, the inner cylindrical member, and from the inner cylindrical member through a rear end cap to a rear or backstop casting which abuts the rear end cap. The backstop casting is secured to the center sill and transmits buff forces directly to the center sill. The buff forces are transmitted to the backstop casting from the rear face of the rear end cap in abutting relation to the backstop casting, then into the sides of the backstop casting and thence to the sides or webs of the center sill structure through the securement of the backstop casting, which normally is provided by welding, to the center sill. Due to the flow path of the forces, a relatively large backstop casting has been provided heretofore to transmit the high buff forces into the center sill. In some instances, the backstop casting has weighed as much as around 300 to 350 pounds which has been required to dissipate buff forces up to around one million (1,000,000) pounds.

In addition, the backstop castings have been provided heretofore to act as a rear buff stop in an oversolid position of the hydraulic cushioning device to limit the rearward movement of the hydraulic cylinder thereby to prevent damage of any internal parts which could be damaged in the event the rearward movement of the outer cylinder is not stopped externally. In the oversolid stop position with the cushioning unit being positioned with the outer cylinder connected directly to the coupler structure, buff forces after the outer cylinder contacts the backstop casting are transmitted directly through the wall of the outer cylinder to the backstop structure and thence into the center sill usu ally through the welded connection of the backstop structure to the center sill structure.

DESCRIPTION OF THE PRESENT INVENTION The present invention is directed to a rear or backstop structure for a hydraulic end of car cushioning device adapted to be fitted within inwardly facing slots of a reinforcement in the center sill of the railway car. The reinforcement of the center sill structure is provided for a so-called standard or uniform cushion pocket which is utilized by several cushion manufacturers. This permits the use of cushioning units of various manufacturers to be employed in a standard cushion pocket without having to design a special pocket or reinforcement for each of the separate cushioning devices provided by different manufacturers.

The present invention is directed to a hydraulic cushioning device having a relatively small diameter rod or cylindrical member extending rearwardly from the relatively large diameter outer hydraulic cylinder which is connected to the coupler structure. The rear stop structure is connected to the outer circumference of i the small diameter cylindrical member and transmits forces from the small diameter cylindrical member laterally outwardly directly to the center sill. The backstop structure fits within a pair of inwardly facing slots provided in the reinforcement for the center sill. Since these forces are transmitted directly from the small diameter cylindrical member by the integrally connected stop structure laterally outwardly to the center sill, a relatively small stop structure is provided. For example, the stop structure may weigh less than pounds and yet transmit buff forces from the coupler up to one million (1,000,000) pounds. Thus, an efficient and highly effective design for transmitting forces directly from the relatively small diameter cylindrical member to the center sill has been provided by a stop structure connected directly to the outer circumference of the small diameter cylindrical member.

The backstop structure also acts to provide an oversolid rear buff stop for the outer hydraulic cylinder and the outer hydraulic cylinder contacts in abutting relation the adjacent surface of the backstop structure and forces are transmitted from the coupler through the wall of the outer cylinder to the stop structure and then laterally outwardly to the center sill. It is noted that upon an installation of the cushioning device, the backstop structure being an integral part of the cushioning device is installed simultaneously with the cushioning device and thereby eliminates the necessity for providing a separate installation step in any mounting of the backstop structure.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. I is a side elevation ofa pair of adjacent railway cars coupled to each other and employing end of car hydraulic cushioning devices.

FIG. 2 is an exploded view in perspective illustrating an end portion of a center sill of a railway car and an embodiment of the end of car hydraulic cushioning device comprising the present invention.

FIG. 3 is a partial longitudinal section view of the center sill structure shown in FIG. 2 and showing the end of car cushioning device in elevation mounted within the center sill.

FIG. 4 is a partial plan view of the center sill structure illustrating the hydraulic cushioning unit shown in FIG. 3 in the neutral or extended position and positioned within the center sill structure.

FIG. 5 is a partial plan view similar to FIG. 4 but illustrating the position of the hydraulic cushioning device in the full or oversolid buff position with the outer cylinder engaging the rear stop structure.

FIG. 6 is a section view of the hydraulic cushioning device shown removed from the center sill structure.

FIG. 7 is a perspective of the backstop casting forming the present invention.

FIG. 8 is another perspective of the backstop casting shown in FIG. 7.

FIG. 9 is a partial sectional view of a modified form of the invention in which the inner end of the small diameter cylindrical member has an end cap structure welded thereto and the backstop structure is welded directly to the outer circumference of the relatively small diameter cylindrical member.

DETAILED DESCRIPTION OF THE INVENTION Referring now to the drawings for a better understanding of the invention, railway boxcars indicated 10 and 12 are interconnected to each other by couplers 14. A center sill shown at 16 includes spaced sides or webs 18 having lower outwardly extending flanges 20. A top cover plate 21 is formed between sides 18 thereby to form a generally hat-shaped center sill. The outer end of center sill 16 has outwardly flared side portions 22 and a coupler carrier 24 is secured between flared side portions 22. Front draft lugs 25 are secured to the inner surfaces of sides 18 at the juncture of sides 18 with side portions 22. A striker 26 extends between the upper ends of side portions 22.

A pair of opposed reinforcements or adapter plate structures 28 are positioned within opposed cutaway portions of sides 18. The adjacent portions of reinforcements 28 have indentations 30 therein receiving adjacent sides 18 which are welded to reinforcements 28 when fitted within indentations 30. The inner surfaces of reinforcements 28 form a smooth continuation of the inner surfaces of sides 18 and do not project within the area formed within center sill 16. Reinforcements 28 of a thickness greater than sides 18 extend outwardly of the outer surfaces of sides 18 and have inwardly facing opposed vertical slots 32 therein.

Coupler 14'includes a coupler head 34 and a coupler shank 36 having an opening 38 therein adapted to receive a pivot pin 40. A yoke 42 is connected to shank 36 about pivot pin 40 and is secured to a cushioning unit generally indicated 44 which will be described in detail below. A longitudinal support plate 46 supports cushioning unit 44 and may be suitably secured by bolt and nut combinations 48 to flanges 21 of center sill 16. An opening 49 in support plate 46 receives a cutout portion 50 secured to a transverse support plate 51 mounted on a reinforcing I-beam 52. Cutout portion 50 is positioned beneath pivot pin 40 so that disconnection of coupler 14 and yoke 42 may be easily effected. Support plate 51 is suitably secured by bolt and nut combinations 54 to flanges 21.

The cushioning device generally indicated at 44 comprises telescoping inner and outer cylinders 56 and 58 respectively which cooperate to define a high pressure hydraulic chamber 60, a low pressure hydraulic fluid chamber 62,-and a draft cushioning chamber 64. A floating piston 64 is disposed within inner cylinder 56 in sealing relation therewith and serves to separate the low pressure hydraulic chamber 62 from a compressible gas chamber 66 defined between floating piston 64 and an inner cylinder end cap 68 which is threaded onto the outer end of inner cylinder 56 about screw threads 70. End cap 68 has a fluid passage 72 the outer end of which is closed by an inflation valve 74 which serves as a check valve and secondary seal. A seal plug 76 provides a primary seal for fluid chamber 66 in addition to protecting inflation valve 74. A compressible fluid such as nitrogen gas or the like is introduced through inflation valve 74 and passage 72 into compressible gas chamber 66 of inner cylinder 56. The compressed gas will apply force on floating piston 64 which biases piston 64 toward the inner end of inner cylinder 56 thereby maintaining hydraulic fluid within chambers 60, 62, and 64 under a preload pressure at all times. The preload pressure within compressible gas chamber 66 acts as a re-centering force which urges cushioning unit 44 towards its extended or neutral position as shown in FIG. 4 from the fully compressed or compressed position as shown in FIG. 5. Outer cylinder 58 is closed at one end by an end adapter78 carrying a bearing 80 which provides adequate bearing contact with the outer surface of inner cylinder 56. The outer end of outer cylinder 58 is closed by an outer cylinder end cap 82 which is integral with yoke 42 connected to coupler shank 36 by pivot pin 40. End cap 82 has stop surfaces 83 in abutting relation to draft lugs 25 in neutral position. An opening 84 in yoke 42 receives pivot pin 40. An inner extension 86 of end cap 82 fits in outer cylinder 58. Adapter 78 and end cap 82 are maintained in assembly with outer cylinder 58 by a series of tie bolts 88 which maintain adapter 78 and end cap 82 in contact with the end surfaces of outer cylinder 58. Outer cylinder end cap 82 has a flange 90 thereon which receives a metering pin 92. Metering pin 92 is secured to flange 90 and is tapered throughout its length from flange 90. Metering pin 92 extends through a metering aperture 94 formed centrally of an orifice plate 96 which is secured to an end of inner cylinder 56. A hearing 98 is secured to orifice plate 96 and provides bearing contact with the inner surface of outer cylinder 58.

The variable volume draft cushioning chamber 64 is defined by the annular space between the inner periphery of outer cylinder 58 and the outer periphery of inner cylinder 56. Fluid communication between draft cushioning chamber 64 and the low pressure hydraulic chamber 62 is maintained by a plurality of ports 99 about the wall of inner cylinder 56. A draft cushioning valve 100 is mounted about the outer circumference of inner cylinder 56 and cooperates with ports 99 to control the flow of fluid into and out of draft cushioning chamber 64. for further details of cushioning device 44 and the functioning of draft chamber 64, reference is made to US. Pat. No. 3,378,149 the entire disclosure of which is incorporated herein by reference.

Connected to the outer circumference of inner cylinder 56 and forming an important part of this invention is force transmitting member or backstop structure generally indicated 102. Backstop structure 102 provides a rear stop structure for cushioning device 44 and is preferably a cast structure. Backstop structure 102 has a main body 103 of a generally rectangular configuration and a frusto-conical extension 104 formed integrally with body 102. A key slot 105 in extension 104 receives a key 106 loosely to secure backstop structure 102 but yet provide a limited rotative movement of inner cylinder 56 relative to backstop structure 102, such as one-sixteenth (1/16) inch. Backstop structure 102 has internal screw threads 108 which engage external screw threads 110 on the outer circumference of inner cylinder 56. Main body 103 has marginal side portions 1 12 which fit within slots 32 of reinforcements 28 as shown in FIGS. 4 and 5. For example, with inner cylinder 56 having a diameter of around seven inches, internal screw threads 108 may extend at least 2% inches with 8 turns per inch. Backstop structure 102 has cutout portions or recesses 114 formed on its rear face to reduce the weight thereof. As backstop structure 102 is loosely threaded onto inner cylinder 56 any eccentric forces or bending moments exerted by inner cylinder 56 against force transmitting member 102 may be minimized when transferred or transmitted from inner cylinder 56 to backstop structure 102 since a.

slight longitudinal movement or canting of backstop structure 102 relative to inner cylinder 56' may be provided as a result of the loosely fitting connection, such as around 0.005 inch. Upon the application of buff forces against coupler 14, the forces are transmitted through yoke 42 to outer cylinder 58 and thence through the fluid medium to inner cylinder 56, and then laterally outwardly by backstop structure 102 to reinforcements 28 of center sill 16. When cushioning unit 44 reaches its fully compressed position as shown in FIG. 5, outer cylinder 58 abuts the adjacent surface of stop structure 102 thereby to form an oversolid stop to eliminate any internal damage to cushioning unit 44. Application of buff forces after outer cylinder 58 contacts backstop structure 102 results in the transmission of buff forces directly from outer cylinder 58 to backstop structure 102 and thence laterally outwardly to reinforcements 28 and center sill 16.

Upon the application of draft forces after cushioning unit 44 is partially or fully compressed, the draft forces are transmitted through outer cylinder 58, inner cylinder 56, and thence through force transmitting member 102 to reinforcements 28. Upon the application of draft forces from a neutral position as shown in FIG. 4, the draft forces are transmitted directly to front draft lugs on center sill 16.

Insertion of cushioning unit 44 into center sill 16 is provided with cushioning unit 44 in a deflated condition and resting on support plate 46. Cushioning unit 44 is first positioned within center sill 16 with side portions 112 of backstop structure 102 fitted within slots 32, and then support plate 46 is bolted toflanges 21. After insertion of cushioning unit 44, the compressible gas chamber 66 is inflated by connecting suitable inflation structure to inflation valve 74 and forcing a compressible gas such as nitrogen gas into chamber 66. When this is done, cushioning unit 44 will extend to its fully extended condition with stop surfaces 83 on front end cap 82 in engagement with front draft lugs 25. Coupler 14 is then inserted and opening 38 aligned with opening 49. Then pivot pin is inserted through openings 38, 49 and 84 and support plate 51 and lbeam 52 are positioned beneath opening 49 with cutout portion received within opening 49. Nut and bolt combinations 54 then secure plate 51 to flanges 21.

To remove cushioning unit 44 such as might be required for repair or the like, plate 51 is first removed and pivot pin 40 is removed from openings 38, 39 and 84. Next, cushioning unit 44 is deflated by reducing the gas pressure within gas chamber 66 through inflation valve 74. The unit is thus compressed a few inches and in this position, supportplate 46 may be unbolted to permit unit 44 and support plate 46 to be lowered from center sill 16.

While backstop structure 102 has been illustrated in FIGS. l-6 as being threaded onto the outer circumference of inner cylinder 56, it is to be understood that backstop structure 102 may be secured to inner cylinder 56 by other means, such as welding or the like. As shown in FIG. 9, an embodiment is illustrated in which backstop structure 102A is shown welded to the outer circumference of inner cylinder 56A. Backstop structure 102A functions in the same manner as backstop structure 102 shown in the embodiment of FIGS. I6 and transmits forces laterally outwardly from inner cylinder 56A to reinforcements in the center sill. An alternate form of an end cap for inner cylinder 56Ais illustrated in FIG. 9 in which an end cap structure 68A is provided of the same diameter as inner cylinder 56A and is welded thereto about weld 110. Inflation valve 112 is positioned centrally of end cap structure 68A and an end plug 114 is arranged to cover and protect inflation valve 112. It is to be understood that a suitable floating piston is mounted within inner cylinder 56A and gas chamber 66A may be inflated in a manner similarly to gas chamber 66 in the embodiment of FIGS. 16.

While cushioning unit 44 has been illustrated as an oleo-pneumatic unit with a pressurized gas restoring mechanism or return, it is to be understood that the present invention may be employed with hydraulic cushioning units of other types which might employ a mechanical spring restoring mechanism. In such instances, the backstop structure might be secured to a cylindrical piston rod which extends rearwardly of an outer hydraulic fluid cylinder.

What is claimed is:

l. A railway car having a center sill structure withan open outer end and being generally hat-shaped in cross section, a coupler structure carried by said center sill structure, a hydraulic cushioning device mounted within said center sill structure rearwardly of said coupler structure and having a relatively large diameter outer hydraulic cylinder connected to said coupler structure for longitudinal movement therewith, said cushioning device having a relatively small diameter cylindrical member extending rearwardly from said outer hydraulic cylinder and having a force transmitting member connected about itscircumference, said hat-shaped center sill structure having a pair of spaced vertical sides each side having a cutaway portion receiving a reinforcement secured therein, said reinforcements being in opposed relation to each other and having inner surfaces forming continuations of the inner surfaces of the adjacent sides, said reinforcements projecting outwardly of the outer surfaces of said vertical sides and having inwardly facing opposed vertical slots therein, said force transmitting member having portions fitting within said inwardly facing slots whereby buff forces from said coupler are transmitted to said outer cylinder, thence to said relatively small diameter cylindrical member, and then laterally through said force transmitting member directly to the reinforcements of said center sill.

2. A railway car as set forth in claim 1 wherein said force transmitting member is contacted in abutting relation by said outer hydraulic cylinder at the full buff position to provide an oversolid stop position to limit the movement of the outer hydraulic cylinder whereby buff forces are transmitted through the outer cylinder directly to the force transmitting member and thence to the integral reinforcement of the center sill.

3. A railway car as set forth in claim 1 wherein said relatively small diameter cylindrical member comprises an inner fluid cylinder and has a freely floating piston mounted therein, said inner fluid cylinder providing a hydraulic fluid chamber on one side of said piston adjacent the outer cylinder and a gas chamber on the other opposite side of said piston.

4. A railway car as set forth in claim 1 wherein said relatively small diameter cylindrical member is externally threaded and said force transmitting member has internal screw threads mated with said externally threaded cylindrical member and loosely fitting thereon whereby a limited movement is provided between the small diameter cylindrical member and the force transmitting member thereby to minimize eccentric forces transmitted from the cylindrical member to the force transmitting member.

'5, A railway car as set forth in claim 1 wherein said force transmitting member is welded to the outer circumference of the relatively small diameter cylindrical member.

6. A railway car having a center sill structure with an open outer end and being generally hat-shaped in cross section, a coupler structure carried by said center sill structure, a hydraulic cushioning device mounted within said center sill structure rearwardly of said coupler structure, said cushioning device having a relatively large diameter outer hydraulic cylinder and an integral front end cap and yoke secured to the outer cylinder, said yoke connected to said coupler structure for longitudinal movement therewith, said cushioning device having a relatively small diameter cylindrical member extending'rearwardly from said outer hydraulic cylinder and having a force transmitting member connected about its circumference, said hat-shaped center sill structure having a pair of spaced vertical sides each side having a cutaway portion receiving a reinforcement secured therein, said reinforcements being in opposed relation to each other and having inner surfaces forming smooth continuations of the inner surfaces of the adjacent sides and in substantially the same vertical plane, said reinforcements projecting outwardly of the outer surfaces of said vertical sides and havinginwardly facingiopposed vertical slots therein, said force transmitting member having portions fitting within said, inwardly facing slots whereby buff forces from said coupler are transmitted to said outer cylinder, thence to said relatively small diameter cylindrical member, and then laterally through said force transmitting member directly to the reinforcements of said center sill, said force transmitting member being contacted in abutting relation by said outer hydraulic cylinder at the full buff position to provide an oversolid stop thereby to limit the movement of the outer hydraulic cylinder, and front draft lugs secured to said center sill structure adjacent said yoke, the end cap on said outer cylinder in abutting relation to said front draft lugs in the neutral position of the cushioning device.

7. A railway car as set forth in claim 6 wherein said relatively small diameter cylindrical member is externally threaded and said force transmitting member has internal screw threads mated with said externally threaded cylindrical member and loosely fitting thereon whereby a limited movement is provided between the small diameter cylindrical member and the force transmitting member thereby to minimize eccentric forces transmitted from the cylindrical member to the force transmitting member.

8. A railway car having a center sill structure with an open outer end and being generally hat-shaped in cross section, a coupler structure carried by said center sill structure, a hydraulic cushioning device mounted within said center sill structure rearwardly of said coupler structure, said cushioning device having a relatively large diameter outer hydraulic cylinder and an integral front end cap and yoke secured to the outer cylinder, said yoke connected to said coupler structure for longitudinal movement therewith, said cushioning device having a relatively small diameter cylindrical member extending rearwardly from said outer hydraulic cylinder and having a force transmitting member connected about its circumference, said hat-shaped center sill structure having a pair of spaced vertical sides each side having a cutaway portion receiving a reinforcement secured therein, said reinforcements being in opposed relation to each other and having inner surfaces forming continuations of the inner surfaces of the adjacent sides, said reinforcements projecting outwardly of the outer surfaces of said vertical sides and having inwardly facing opposed vertical slots therein, said force transmitting member having portions fitting within said inwardly facing slots whereby buff forces from said coupler are transmitted to said outer cylinder, thence to said relatively small diameter cylindrical member, and then laterally through said force transmitting member directly to the reinforcements of said center sill, said force transmitting member being contacted in abutting relation by said outer hydraulic cylinder at the full buff position to provide an oversolid stop thereby to limit the movement of the outer hydraulic cylinder, and front draft lugs secured to said center sill structure adjacent said yoke, the end cap on said outer cylinder in abutting relation to said front draft lugs in the neutral position of the cushioning device, said relatively small diameter cylindrical member being externally threaded and said force transmitting member having internal screw threads mated with said externally threaded cylindrical member and loosely fitting thereon whereby a limited movement is provided between the small diameter cylindrical member and the force-transmitting member thereby to minimize eccentric forces transmitted from the small diameter cylindrical member to the force transmitting member. 

1. A railway car having a center sill structure with an open outer end and being generally hat-shaped in cross section, a coupler structure carried by said center sill structure, a hydraulic cushioning device mounted within said center sill structure rearwardly of said coupler structure and having a relatively large diameter outer hydraulic cylinder connected to said coupler structure for longitudinal movement therewith, said cushioning device having a relatively small diameter cylindrical member extending rearwardly from said outer hydraulic cylinder and having a force transmitting member connected about its circumference, said hat-shaped center sill structure having a pair of spaced vertical sides each side having a cutaway portion receiving a reinforcement secured therein, said reinforcements being in opposed relation to each other and having inner surfaces forming continuations of the iNner surfaces of the adjacent sides, said reinforcements projecting outwardly of the outer surfaces of said vertical sides and having inwardly facing opposed vertical slots therein, said force transmitting member having portions fitting within said inwardly facing slots whereby buff forces from said coupler are transmitted to said outer cylinder, thence to said relatively small diameter cylindrical member, and then laterally through said force transmitting member directly to the reinforcements of said center sill.
 2. A railway car as set forth in claim 1 wherein said force transmitting member is contacted in abutting relation by said outer hydraulic cylinder at the full buff position to provide an oversolid stop position to limit the movement of the outer hydraulic cylinder whereby buff forces are transmitted through the outer cylinder directly to the force transmitting member and thence to the integral reinforcement of the center sill.
 3. A railway car as set forth in claim 1 wherein said relatively small diameter cylindrical member comprises an inner fluid cylinder and has a freely floating piston mounted therein, said inner fluid cylinder providing a hydraulic fluid chamber on one side of said piston adjacent the outer cylinder and a gas chamber on the other opposite side of said piston.
 4. A railway car as set forth in claim 1 wherein said relatively small diameter cylindrical member is externally threaded and said force transmitting member has internal screw threads mated with said externally threaded cylindrical member and loosely fitting thereon whereby a limited movement is provided between the small diameter cylindrical member and the force transmitting member thereby to minimize eccentric forces transmitted from the cylindrical member to the force transmitting member.
 5. A railway car as set forth in claim 1 wherein said force transmitting member is welded to the outer circumference of the relatively small diameter cylindrical member.
 6. A railway car having a center sill structure with an open outer end and being generally hat-shaped in cross section, a coupler structure carried by said center sill structure, a hydraulic cushioning device mounted within said center sill structure rearwardly of said coupler structure, said cushioning device having a relatively large diameter outer hydraulic cylinder and an integral front end cap and yoke secured to the outer cylinder, said yoke connected to said coupler structure for longitudinal movement therewith, said cushioning device having a relatively small diameter cylindrical member extending rearwardly from said outer hydraulic cylinder and having a force transmitting member connected about its circumference, said hat-shaped center sill structure having a pair of spaced vertical sides each side having a cutaway portion receiving a reinforcement secured therein, said reinforcements being in opposed relation to each other and having inner surfaces forming smooth continuations of the inner surfaces of the adjacent sides and in substantially the same vertical plane, said reinforcements projecting outwardly of the outer surfaces of said vertical sides and having inwardly facing opposed vertical slots therein, said force transmitting member having portions fitting within said inwardly facing slots whereby buff forces from said coupler are transmitted to said outer cylinder, thence to said relatively small diameter cylindrical member, and then laterally through said force transmitting member directly to the reinforcements of said center sill, said force transmitting member being contacted in abutting relation by said outer hydraulic cylinder at the full buff position to provide an oversolid stop thereby to limit the movement of the outer hydraulic cylinder, and front draft lugs secured to said center sill structure adjacent said yoke, the end cap on said outer cylinder in abutting relation to said front draft lugs in the neutral position of the cushioning device.
 7. A railway car as set forth in claim 6 Wherein said relatively small diameter cylindrical member is externally threaded and said force transmitting member has internal screw threads mated with said externally threaded cylindrical member and loosely fitting thereon whereby a limited movement is provided between the small diameter cylindrical member and the force transmitting member thereby to minimize eccentric forces transmitted from the cylindrical member to the force transmitting member.
 8. A railway car having a center sill structure with an open outer end and being generally hat-shaped in cross section, a coupler structure carried by said center sill structure, a hydraulic cushioning device mounted within said center sill structure rearwardly of said coupler structure, said cushioning device having a relatively large diameter outer hydraulic cylinder and an integral front end cap and yoke secured to the outer cylinder, said yoke connected to said coupler structure for longitudinal movement therewith, said cushioning device having a relatively small diameter cylindrical member extending rearwardly from said outer hydraulic cylinder and having a force transmitting member connected about its circumference, said hat-shaped center sill structure having a pair of spaced vertical sides each side having a cutaway portion receiving a reinforcement secured therein, said reinforcements being in opposed relation to each other and having inner surfaces forming continuations of the inner surfaces of the adjacent sides, said reinforcements projecting outwardly of the outer surfaces of said vertical sides and having inwardly facing opposed vertical slots therein, said force transmitting member having portions fitting within said inwardly facing slots whereby buff forces from said coupler are transmitted to said outer cylinder, thence to said relatively small diameter cylindrical member, and then laterally through said force transmitting member directly to the reinforcements of said center sill, said force transmitting member being contacted in abutting relation by said outer hydraulic cylinder at the full buff position to provide an oversolid stop thereby to limit the movement of the outer hydraulic cylinder, and front draft lugs secured to said center sill structure adjacent said yoke, the end cap on said outer cylinder in abutting relation to said front draft lugs in the neutral position of the cushioning device, said relatively small diameter cylindrical member being externally threaded and said force transmitting member having internal screw threads mated with said externally threaded cylindrical member and loosely fitting thereon whereby a limited movement is provided between the small diameter cylindrical member and the force transmitting member thereby to minimize eccentric forces transmitted from the small diameter cylindrical member to the force transmitting member. 